Internal-combustion engine



J. J. CARROLL INTERNAL-COMBUSTION ENGINE L U W t m w. m w H A I '6 m J LS A v M I J an I--- w I 3 2 M 1 m. R t M? 3: 2 \N\ w. mm T v m m m m m mi F Aug. 17, 1948. J. J. CARROLL 7 2,447,314

INTERNAL-COMBUSTION ENGINE Filed Sept. 17, 1942 4 Sheets-Sheet 2INVENTOR. JAMES J. CARROLL DEW HIS- A TTORNEY Aug. 17, 1948. J. J.CARROLL INTERNAL-COMBUSTION ENGINE 4 Sheets-Sheet 5 Filed Sept. 17. 1942V INVENTOR. JAMES J. CARROL L BY HIS ATTQPNA'Y 7, 1948. J. J. CARROLL2,447,314

mmamn-comsus'r-zon ENGINE 4 Sheets-Sheet 4 Filed Sept.- 17, 1942 41.9ATTOPNEY rw Q W Patented Aug.17,'1948' UNITED STAT-Es PATENT: OFF ICE'2.447.314 mansn-cormus'rron mains James J. Carroll. m Pointe rug, Mich.Application semmm n. 1942, Serial No. 45am -more particularly tointernal combustion engines.

v Claims. HHS) Fig. 4 is an enlarged fragmentary sectional view taken online 4-4 in Fig. 1 showing a piston It is an object of myinvention toprovide an internal combustion engine of an improved, compact,simplified construction.

It is also an object of my invention to provide an internal combustionengine having improved efficiency of operation and fuel economy withless weight for a required power capacity.

It is a further object of my invention to provide an improved internalcombustion engine wherein the peak pressures delivered on the piston atthe time of the explosion are promptly made effective to deliver a powerimpulse to the main shaft of the engine with the maximum mechanicaladvantage of application which remains constant throughout the powerstroke instead of the mechanical advantage varying throughout the powerstroke, as in conventional engines, in such a way that it is a minimumat the time when the prespush rod with the associated overrunningclutch" and driving gear and also showing the associate piston andcylinder:

Fig. 5 is an enlarged detail view showing the attachment of one end of'a piston push rod into a piston; i

Fig. 6 is a cross-sectional view through the engine on line 8-4 in Fig.1;

Fig; 6A is a cross-sectional view on line lA-BA of Fig. 6; and A Fig. 7is an enlarged fragmentary sectional view on line 1-1 in Fig 6 showing acompressed helical recoil spring and plunger, of which four are providedin the crosshead.

Referring more specifically to Fig. 1 of the drawings, I haveillustratively disclosed an embodiment of my improved internalcombustion engine which comprises a simple straight main sures are amaximum and by the time the mechanical advantage has increased to amaximum the pressure has expanded to a minimum. Another object of myinvention is to provide an internal combustion engine which will haveimproved efilciency in a compact simplified construction providing forenonomy of material in construction, and providing for economy of spacein installation and economy of fuel required to be stored or carried foroperation.

A further object of my invention is to provide such an internalcombustion engine having the rotative elements arranged so that thesemay be very conveniently journalled upon friction reducing ball orroller bearings having the respective races thereof formed in one piecefor minimum friction and maximum durability.

Further objects andadvantages are within the scope of my invention, suchas relate to the arrangement, operation and function of the relatedelements of the structure, to various details of construction and tocombinations of parts, .elements per se, and to economies of manufactureand numerous other features as will be apparent from a consideration ofthe specification in conjunction with the drawings disclosing specificembodiments of my invention, similar reference characters being appliedto corresponding elements throughout, and in which:

Fig. 1 is a plan view of one embodiment of my improved internalcombustion engine:

Fig. 2 is a side elevational view thereof;

Fig. 3 is a. diagrammatic view showing a development of the slotted orcamsur faces of the timing drum;

shaft ll rotatively journalled in bearings ll mounted on brackets l5rising from a rigid base plate ll. Although the bearings may be simplebearings these are preferably conventional friction reducing ball orroller bearings having solid one piece races which, in accordance withmy invention, may very conveniently be installed upon the simple mainshaft in a manner which is not possible with the usual crank type ofmain shaft. Mounted .rigidly upon the main shaft between the bearings isa timing drum l9 which is secured to the shaft, in any suitable manner,

as by means of a key 2| for example. The peripheral surface of thetiming drum has an endless slot 23 cut therein and extending inclinedfrom end to end and providing camming surfaces for deriving power fromthe rotating main shaft H to return the reciprocating parts in properlytimed relation, as will be described in detail subsequently. Fig. 1 alsoshows, mounted upon the mainshaft at points Just outside of the mainbearings it, two driving gears 25 which may have axially elongated hubsproviding for secure and rigid attachment of the gears to the shaft bykeys '28 or i-n-any suitable manner. The ends of the main shaft H extendoutwardly and pass freely through apertures 21 in two cylinder plates,or end riser plates 28, which are secured rigidly and firmly upon thebase plate, as by angle irons 3| secured to both as by bolting, rivetingor welding. The two cylinder plates 2-9 are secured in v a spacedparallel relation.

As viewed in Fig. l, the end of the main shaft H extending tothe righthand side, carries and operates a clutch actuating cam drum 33 whichauzau actuates clutches in proper timed relation for applying-powerimpulses to the main shaft, in a manner to be more fully described. Theclutch operating cam drum 99 is secured to the main shaft H in such amanner that the angular position thereon may be conveniently adjusted tosuit operating conditions, and for this purpose set screws 35 or othersuitable securing means may be utilized. As shown, this same end ofthemain shaft II also has secured thereon a balance wheel 31 which, asusual, is designed with sufficient weight in the rim for providing asuitable moment of inertia to carry the rotation of the main shaftbetween power impulses and to provide a suitably uniform velocity forthe purposes for which the power is to be applied from the engine. Thetiming drum having appreciable mass, also serves to provide suchmomentum and therefore in some installations the flywheel may beomitted, if desired. A belt pulley 99 is shown in connection with thebalance wheel, but it is to be understood that any suitable powertake-off may be provided in connection with the main shaft to suit thespecific installation where the engine is to be used.

If electrical ignition is to be utilized instead of compressionignition, the other end of the main shaft which extends to the left handside, in Fig. 1, is provided with an ignition head and distributor 4 I,which may be the double ignition type as commonly u ed on the engines ofa well known automobile. The ignition head and distributor 4| aresupported in any convenient manner, as by means of a tubular support 42attached to the adjacent cylinder plate 29 and of a larger diameter thanthe shaft I I which passes concentrically therethrough. Insulated hightension cables 53 extend from the ignition distributor head to a sparkplug 45 in each respective cylinder 41 for firing the explosive chargesin properly timed relation, as will be understood, and the ,sparkadvancing and retarding means usually provided on such an ignition headmay also be advantageously utilized for obtaining the most eflectiveoperation of the engine.

The cylinders 41 are firmly attached to the outer sides of the rigidlysupported cylinder plates 29 by means of marginal flanges 49 on the openends which are secured to the outer sides of the cylinder walls 29 as byscrews 5| passing into the plates. Although I have shown a conventionaltype of cylinder having a jacket for liquid cooling,

it is to be understood that the useful principles of my invention mayalso be advantageously utilized in an engine provided with air cooledcylinders. The cylinders 41 are preferably mounted on the cylinderplates 29 with the axes of the cylinders spaced from and disposedsubstantially parallel to the axis of the main shaft.

As shown dotted in Fig. 1, each cylinder 41 encloses a piston 53, whichmay be any conventional piston equipped with sealing piston rings 55 andarranged for operative sliding movement in the usual manner. Secured toeach piston is a piston push rod 51 extending axially from the open endof each cylinder through a large aperture 59, shown dotted, in the riserplate.

The attachment of one end of each piston pushrod 51 to its piston 53 maybe accomplished by various arrangements. One such arrangement providedwhich has proven satisfactory, as shown in Fig. 5, comprises a Tconnection 59 the stem of which is suitably drilled at the end forreceiving one end of the push-rod. The piston pushrod is securedin thestem of the T connection by means of a pin orbolt 9| passed transverselypiston push-rod extends from the piston and is secured, as by a pin orbolt 13, shown in Fig. 6, into a bushing 15 secured into areciprocatable cross-head 11 which is slidably supported and firmlyguided in its movements in stationary cross-head guides 19.

In this manner the pistons 53 are all joined together in spaced apartrelation by a rigid reciprocatable interconnecting structure. Thelengths of the piston push-rods 51 and the attachment thereof into thecross-head 11 is selected to space the pistons 53 so that as one piston,or set of pistons, is pushed into associated cylinder adjacent thecylinder head the other piston, or set of pistons, is moved to itsmaximum expansion position and vice versa. As viewed in Fig. 1, thepistons 59 toward the right hand side of the engine constitute one setof pistons, and these are spaced in a predetermined relation from thepistons on the left hand side of the engine, which constitute the otherset of pistons. As represented by the dotted arrows, the pistons allmove simultaneously in the same direction.

The cross-head 11, as may be seen in Fig. 6, comprises a heavy rigidpiece 8| of metal, which may be either a casting or a thick rolledplate, of a cylindrical or arcuate curved shape having a radius slightlygreater than the radius of the timing drum over which it reciprocates.The two side edges of the arcuate piece 9| are provided with outwardlyprojecting flanges, as by welding fabrication or by turning and formingthe edges outwardly. Secured firmly to each out-turned flange of thecross-head, as by screws 99, is a runner or shoe 95 of a substantiallyrectangular cross-section fitting and sliding snugly againstcorresponding guiding surfaces provided in the stationary cross-headguides 19. The piston rod bushings 15 are secured into the cross-head inbosses 91 provided depending from the lower sides of the runners orshoes 85. A cover plate 89, secured on top of each cross-head guide byscrews 9|, serves to hold the cross-head runner or shoe 85 firmly in itsposition as it reciprooates in the stationary guides. A flange 90depending from the inner edge of the cover plate 99 engages the upperportion of the inner surface of the cross-head runner v85. Eachstationary crosshead guide bracket 19 is secured firmly upon the baseplate, as by lateral flanges 99 through which screws 95 are passed. Asshown in Fig. 6A, each stationary guide is provided at the ends withinturned flanges 91, and these are provided with open portions 99surrounding each piston push rod 51, as shown in Fig. 6.

' To aid in reversing the movements of the reciprocating structure ofpistons, rods and crosshead, and to cushion this operation, a springpressed recoil plunger It is provided slidably in an aperture I03 in thecross-head shoe 85. This is shown in Figs. 6 and '7, and in more detailin the latter, showing the heavy helical spring I05 compressed into theaperture and continuously urging the plug outwardly. The outwardmovement of the plug is limited by a pin Ill disposed in suitableapertures III in the cross-head shoe '0' and a transverse aperture IIIthrough the plug. As shown, the transverse aperture III in the plug issubstantially larger in diameter than the inserted pin Ill, or it may bean elongated slot, permitting a certain amount of slack motion of theplug in the cross-head.

The recoil plunger IIII is selected of such a length and is so disposedthat the outer end strikes against the inturned flange II at the end oithe stationary guide bracket I! Just before the cross-head reaches theend of its stroke. Both ends oi. both cross-head shoes I! are similarlyarranged ior providing recoil reaction, making a total of tourcompressed helical recoil springs and plungers which may be utilized inthe cross-head.

To derive power from each piston on the power stroke, and to adapt orconvert the reciprocatory motion to rotary motion, each piston push rod51 is provided with a screw groove or thread 3 cut helically in theouter surface from end to end. As shown in Fig. 4, each threaded pistonpush rod 51 passes in operatively engaging relation through a poweradapter II5 which has a corresponding internal thread. The drivingadapter I II is disposed concentrically in the center of a driving gearI" which has axially extending hubs H3 journalled rotatively in a pairof spaced bearing brackets III. The bearing brackets I2I may be anintegral casting provided with a bottom lug or flange I23 through whichscrews I25 are passed into the base plate II. The bearing brackets IIIare each provided with iriction reducing ball or roller bearings I21having integral or one piece races so that the driving gear II'I rotatesfreely with a minimum of motion. At one end the gear hub II! is providedwith an extended clutch sleeve I29, or this may be a separate sleevesecured flrmly into the gear. At both ends retaining flanges I3I areprovided axially holding the driving'or power adapter H5 within thegear. The retainer flange adjacent the cylinder is removable beingsecured by pins I33. The extended clutch sleeve IN is provided withcollet apertures I35 for receiving and housing steel balls I31 whichareslightly larger in diameter than the thickness of the sleeve. A

clutch ring I39, slidaibly disposed upon the extended sleeve. has in theinner end a converging or conical camming surface which rides over theballs I 31 for pushing these in radially through the sleeve II! toengage and grip the outer surface of the power or driving adapter H5,when the ring is pushed toward the gear. To more flrmly lock with theballs, when these are pressed in, the adjacent outer surface of theadapter II! is provided with depressions Ill oi. a similar radius to theballs, as is usual with clutches oi. this type. The clutch ring I 33 isprovided with two lateral flanges I43 spaced axially apart and providinga groove receiving the end oi a control arm I. The control arm I ispreferably slotted or forked to flt operatively into the groove betweenflanges I in an arrangement which is usual with such control deviceswhere relative rotation is to be permitted between the controlling andthe controlled sliding and rotating member;

A driving connection is thus established between the driving adapter H5and the driving gear II'I, whereby a reciprocating movement of thepiston push rod 51 causes the driving gear to rotate. The driving gearH7 is continuously in mesh with one oi the driven gears 25, secured onthe main shait'i I, and with which it rotates freely at all times whenpower is not being applied therethrough. When a piston push rod 51 movesout of its cylinder on a power stroke, the associated driving gear II'Ithen applies power through the driven gear to the main shaft II.

To close the clutch and provide a driving connection at the proper timephase in the engine operation, thecontrol arm I is secured on a clutchcontrol rod I45 by means of a set screw I41, as shown in Figs. 1 and 2,permitting adiustments to be made as desired. The clutch control rod I45is slidably mounted in suitable apertures in vertically mounted bearingplates I49, the latter preferably being made of some seli lubricatingmaterial which may be metal 0 a nonmetal. In a multi-cylinder engine witcylinders 41 arranged in opposed pairs, as shown, the

f clutch control rod I 45 is extended sufllciently to also actuate theclutch associated with the 0P posed cylinder of each pair, as may beseen in Fig. 1. In this arrangement the two clutches are actuatedsimultaneously, one clutch opening when the other clutch closes, andvice versa. When the engine'isprovided with a plurality of pairs oiopposed cylinders,;as shown in Fig. 1, a clutch control rod is providedfor each pair of cylinders. The clutch rods I45 are moved axially in thesupports I43 in proper timed relation to the rotation of the main shaftI I by means of a clutch bar I50 extending across the end of the engineand having a pin I 5I inserted into the curved slot I53 in the clutchcam drum 33 so thatthe curved side walls of the slot enga e the pin andoperate with a camming action. The timing may be adiusted by releasingthe set screws 35 'by which the clutch'operating drum 33 issecured tothe main shaft II, and the clutches are preferably set to close just atthe time when the explosion of the charge in the cylinder occurs.

In this manner the peak pressures applied on the piston at the, time ofthe explosion are promptly made effective and a power impulse is appliedthrough the threaded piston rod and the driving and driven gears withthe maximum mechanical advantage which remains constant throughout thepower stroke. This is a substantial advantage over conventionalarrangements where the mechanical advantage of application of thepressures is at a minimum, or sometimes at zero, when the pressures areat a peak and then gradually increases to a maximum at'the time when thegas pressures have reduced to a minimum due to expansion.

For returning power. from the rotating main shaft II to return thepistons into the cylinders in properly timed relation to continue theproper operation of the engine, the cross-head I1 is provided with atimer pin I55 projecting down into the coming slot 23 in the timing drumI9. An enlarged groove engaging head I51 is'preferabiy provided on thelower end of the timing pin I55 which extends up through a centralaperture through a housing I59 which is secured to the upper side of thecenter of the arcuate member ll of the cross-head,as by welding. Forjournalling the timer pin I 55 with a minimum of friction, ball bearingsI6I are preferably provided in the housing, as shown dotted in Fig. 6,the upper end of the pin "being threaded to receive a nut I63 securingthe pin therein. The inclined portions of the slot 23 in the timer drumhave a pitch selected'suitably according tothe ratio of the teeth in thedriving and driven gears 25 and I I! so that the pistons are returnedinto the cylconventional with 2-cycle engines.

. 7 inder by the same amount of angular rotation of the main shaft II asoccurred while the piston was moving out of the cylinder on the powerstroke.

The arrangement as shown in Fig. 4, is for a simple conventional twocycle operation, the exhaust port I", scavenging port I61, and the inletport I" being opened and closed by the piston. The inlet port I isconnected through a conduit III to any suitable supply of air and fuelmixture, such as a conventional carburetor I'll, and air enteringthrough adjustable ports I14, or under pressure, if. desired. Thescavenging port I" is connected through a hose I15 to any suitablesource of air under pressure (not shown). or a.closed crank case may beutilized in the manner The advantages of the improved mechanicalarrangements embodied in my engine may also be realized in various othercycling arrangements besides 2- cycle, as will be readily understood.The gear ratio represented in Fig. 1 is one for the driving gears to twofor the driven gears, but it is ap rent that various other gear ratiosmay be utilized, if the pitch of the threads on the piston rods and drumare correspondingly changed.

As shown in Figs. 1 and 2, additional recoil means is also provided forengaging the sides of the timer pin housing I on top of the crosshead,which is preferably flattened slightly on the opposite sides. Suchadditional recoil means may comprise a set of semi-elliptical springsI'I'I clamped together by a bolt I19 passing through the middle of thespring leaves and through a bar ill for clamping the spring leaves infirmly compressed relation with the ends of the leaves against the barand the mid portions of the springs bowed toward the timer pin housing.By turning the nuts I" on the threaded end of the bolt IBI the degree ofcompression of the springs I11 may be adjusted and locked. Thesemi-elliptical recoil springs are mounted in a proper position bysecuring the bar III to a plate III by means of screws, and the plate isin turn adjustably secured upon a cross-piece I by screws Isl passingthrough slots I93. The outer ends of the cross-piece I89 are secured ontop of the stationary cross-head guide brackets I! by screws I" so thatthe recoil springs I" are secured in any desired position for engagingthe opposite sides of the timer pin housing I at proper times, and withthe desired degree of compression to cushion and to aid in reversing themotion of the cross-head and the entire reciprocating structure at theend of each stroke.

The advantages of my improved internal comconnected pistons are therebypushed into theassociated cylinders, compressing an explosive bustionengine may be realized in a small engine with only one or a fewcylinders, or with all the cylinders grouped around one end of the mainshaft. as would be present in Fig. 1 if the cylinders at the left handside were omitted, for example. The threaded piston push rod, clutch anddriving gear arrangement being still effective in such an arrangement totransmit power promptly to the main shaft from the peak pressuresapplied to the piston at the time of the explosion and mize wear andvibration it is preferable to provide a plurality of cylinders arrangedin opposed pairs. pairs of cylinders grouped around a main drive shaft,the maximum amount of power can be provided in a very compact unit of asimplified construction requiring a small amount of material and lightweight while providing improved fuel economy.

Operation is as follows: Referring especially to Fig. 1, the pistons(shown dotted) are represented in mid-position with the piston push rodsand the cross-head in corresponding positions, and the arrows on thegears, timing drum and fly wheelrepresent' the respective directions ofrotation. The two pistons on left-hand side moving out to the right, arebeing driven out of the associated cylinders on the power stroke, asrepresented by the dotted arrows, responsive to pressure applied on thepistons by a previous explosion; The associated piston push rods arealso being driven out of the left hand cylinders on the power stroke,and the helical threads thereon are rotating the associated drivinggears in the indicated directions. The associated clutches having beenpreviously closed, are applying a power impulse through the adjacentdriven gear on the main shaft, which is thereby driven in the indicateddirection of rotation.

'At the same time the two driving piston push rods from the left handcylinders are pushing the cross-head which slides smoothly toward theright hand side on the cross-head guides. The cross-head serves as partof an interconnecting structure pushing the right hand piston push rodsto the right hand side of the engine, and the charge of air'and fueltherein. The energy for such operation may be regarded as beingtransmitted directly through the push rods from the left hand pistonsuntil such time as the pressures on the left pistons, decreasing due toexpansion and subsequent opening of the exhaustport, are less than thepressures increasing on the right hand pistons, due to compression.

Thereafter energy for moving these reciprocatingparts to the extremeright hand position, is derived from the'rotating main shaft through thecam surfaces of the timing drum engaging the cross-head pin and alsofrom the kinetic energy of moving parts. The timing drum serves tomaintain a proper timed relation between the movements ofthe'reciprocating and the rotating parts. As the right hand pistonsreach the peak of compression, the ignition head, driven directly fromthe rotating main shaft, supplies a properly timed spark at the sameinstant to both of the spark plugs of the right-hand cylinders.Depending upon the rate of flame propagation of the fuel used, and otherfactors involved, the timing of the spark is carefully adjusted foroptimum operation in a manner usual with such ignition heads onautomotive engines.

As the reciprocating pistons, rods, and crosshead approach the end ofthe stroke, the kinetic energy of these reciprocating parts is partiallyexpended upon compressing the combustible mixtures charged into theright hand cylinders. Also the shape of the portion of the caming groovethen engaged by the pin, as more specifically shown in development inFig. 3, is such as to stop the right-hand movement of the cross-head andconnected rods and' to reverse this movement. To further aid incushioning and reversing the By providing a number of such opposedmovement of these reciprocating parts, the compressed recoil springs areengaged on the advancing side just before the end ofthe stroke. Thestrength and tension of the recoil springs is selected and adjustedsuitably for supplying any additional force necessary for cushioning andreversing the movement of the reciprocating parts at the end of thestroke in orderto provide smooth operation with a minimum of wear andvibration.

At the time when the spark is applied, or slightly thereafter, theclutch control cam on the main shaft pulls to the right hand side theclutch bar and rods which in turn open the clutches in the two left handdriving gears and simultaneously close the two clutches in the two righthand driving gears so that these are now connected to be rotated withthe associated driving adapters which are driven and rotated by thepiston push rods moving to the left on the power stroke and passingtherethrough driven by the explosion pressures on the two right handpistons, The high pressure peak of the pressures applied on the pistonsat the time of the explosion in the combustion chamber is therebypromptly eflectlve in applying a power impulse on the main shaft withthe maximum mechanical advantage of application. This mechanicaladvantage of application of power from the piston to the main shaftremains constant throughout the power stroke.

As the right hand pistons move driving their push rods to the left onthe power stroke, the cross-head moves to the left and in turn pushesthe left hand push rods and pistons to the left admitting andcompressing charges in the two left hand cylinders. In properly timedrelation these charges are fired in the two left hand cylinders, aspreviously described with reference to the two right hand cylinders, andthe reciprocating structure moves to the right, the two right handclutches are opened and the two left hand clutches are closed, and powerimpulses are again applied to rotate the main shaft. This sequence ofoperations is repeated and continues so long as the engine is operated.

It is apparent that within the scope of the invention, modifications anddifferent arrangements may be made other than herein disclosed, and thepresent disclosure is illustrative merely, the invention comprehendingvariations thereof. My improved mechanism for converting reciprocatorymotion to rotary motion may also be advantageously utilized in steam,vacuum or compressed air engines.

I claim: I

1. In combination in an internal combustion engine, a main shaft, meansrotatively journalling said main shaft, a plurality of cylinders, meansmounting said cylinders with the axes thereof spaced from andsubstantially parallel to the axis of said main shaft, a piston in eachcylinder a piston push rod secured to each piston, each piston push rodextending from the associated cylinder in a spaced substantiallyparallel relation to the main shaft, conventional means associated withthe cylinders for controlling inlet and exhaust in accordance with themovements of the pistons for performing the usual cycles of an internalcombustion engine, power transmission means independently operativebetween each piston push rod and the main shaft for applying powerimpulses to rotate the shaft with a predetermined direction of rotationas each piston push rod moves out of its respective cylinder on powerstrokes. additional power transmission means for transmitting power fromthe main shaft to the piston push rods for returning the pistons intotheir respective cylinders successively in a predetermined timedrelation, and resilient recoil means arranged for cushioning and aidingin the reversal of the movements of the reciprocating pistons and pushrods at the ends of stroke movements.

2. In an internal combustion engine, the combinationaccording to claim 1and further characterized by said first mentioned power transmissionmeans comprising, each piston push rod having external threads thereon,a driving adapter threaded on each push rod, a driving gear disposedconcentrically relative to each driving adapter, stationary bearingmeans rotatively journaliing each driving gear, a clutch Ior engaging ordisengaging each driving adapter to or from operative driving relationwith its gear, driven gear means secured on said main shaft andoperatively meshing with said driving gears, the threads oi the pistonpush rods oeing'arranged respectively right handed or left handedv sothat as each piston moves out on its power stroke the driving gear onits respective push rod rotates suitably for driving tiie main siiait ina predetermined direction of rotation, and clutch actuating meansoperated from the main shaft for closing each clutch to connect itsdriving adapter with its driving gear at times while its associatedpiston and push rod are moving out on the power stroke.

3. A recoil opposed internal combustion engine comprising, a main shaft,means rotatively journalling said shalt, a pair of cylinders, meansmounting said pair of cylinders in a spaced apart opposed relation withthe heads apart, a piston slidably disposed in each cylinder, 2.cross-head, an interconnecting push piston rod extending from eachpiston and secured to saidcross-head for joining said pistons in a rigidspaced relation such that when one piston is pushed into its cylinderadjacent the head the other piston is moved to its maximum expansionposition and vice versa, power transmission means operative between eachsaid interconnecting push rod and said main shaft for applying powerimpulses to rotate the shaft with a predetermined direction of rotationas the interconnecting road reciprocates, inlet means, exhaust means,said inlet and exhaust being associated with said cylinders and actuatedin accordance with the movements of the pistons for operation as aninternal combustion engine, cross-head guiding means for guiding themovements of the cross-head as it reciprocates'with the pistons, timingmeans for controlling the movements of said cross-head to predeterminedlinear positions corresponding to simultaneous angular positions ofrotation of said main shaft, and resilient recoil means for cushioningand reversing the movements of the interconnected cross-head, push rodsand pistons at either end of the stroke.

4. In a recoil opposed internal combustion engine the combination inaccordance with claim 3 wherein the power transmission means comprisesexternal threads on each push rod, a driving adapter on each push rod,9. driving gear disposed concentrically relative to each drivingadapter, stationary bearing means rotatively journalling each drivinggear, a clutch for engaging or'disengaging each driving adapter to orfrom operative driving relation with its gear, driven gear means securedon said main shaft and 11 operatively meshing with said driving gears,the threads of the piston push rods being arranged respectively righthanded or left handed so that as each piston moves out on its powerstroke the driving gear on its respective push rod rotates suitably efordriving the main shaft in a predetermined direction of rotation, andclutch actuating means operated from the main shaft for closing eachclutch to connect its driving adapter with its driving gear at timeswhile its associated piston and push rods are moving out of the cylinderon the power stroke and at suitable speeds for driving the shaft.

5. In combination in a recoil opposed internal combustion engine, a mainshaft, means rotatively Journalling said shaft, a pair of cylinders,means mounting said pair of cylinders in a spaced apart opposed relationwith the heads apart, a piston slidably disposed in each cylinder,interconnecting push rods extending from each piston and joining saidpistons in a rigid spaced relation such that when one .piston is pushedinto its cylinder adjacent the head the other piston is moved to itsmaximum expansion position and vice versa, power transmission meansoperative between said interconnecting push rods and said main shaft forapplying power impulses to rotate the shaft with a predetermineddirection of rotation as the interconnecting rods reciprocate, saidpower transmission means comprising external threads on each push rod, adriving adapter on each push rod, a driving gear disposed concentricallyrelative to each driving adapter, stationary bearing means rotativelyjournalling each driving gear, an over-running clutch for engaging ordisengaging each driving adapter to or from operative driving relationwith its gear, driven gear means secured on said main shaft andoperatively meshing with said driving gears, the threads of the pistonpush rods being arranged respectively right handed and left handed sothat as each piston moves out on its power stroke the driving gear onits respective push rod rotates suitably for driving the main shaft in apredetermined direction of rotation, clutch actuating means operatedfrom the main shaft for closing each clutch to connect its drivingadapter with its driving gear at times while its associated piston andpushrod are moving out of the cylinder 'on the power stroke at suitablespeeds for driving the shaft, and resilient recoil means for cushioningand reversing the movements of the interconnected pushrods and pistonsat either end of inder plates with the axes thereof spaced from andsubstantially parallel to the axes of the main shaft, a piston slidablydisposed in each cylinder, movable interconnecting means extendingthrough said cylinder plates secured to and joining saidpistons in aunitary-reciprocable structure, said pistons being Joined in a spacedrelation such that when one piston of each pair is pushed into itscylinder adjacent the head there- 12 of the other piston of said pair ismoved to its maximum expansion position, power transmission meansoperatively engageable between said interconnecting means and said mainshaft for applying power impulses to rotate the shaft with apredetermined direction of rotation as the interconnecting meansreciprocates, additional power transmission means for transmitting powerback from the main shaft to the respective pistons for returning thepistons into their respective cylinders in a predetermined timedrelation, and resilient recoil means arranged in cooperative relation tosaid interconnecting means as the latter reclprocates for cushioning andaiding in the reversal of the movement thereof at either end of thestroke.

7. In combination in an opposed internal combustion engine, a baseplate, a pair of cylinder plates secured to said base plate and risingtherefrom in a parallel spaced relation, a main shaft, bearing means onsaid base plate between the risers for journalling the main shaftparallel to the base plate and perpendicular to the risers, an evennumber of cylinders, means mounting said cylinders on the outer sides ofsaid risers in an opposed paired relation with the heads outward, saidcylinders being mounted upon the risers with the axes thereof spacedfrom and substantially parallel to the axes of the main shaft, a pistonslidably disposed in each cylinder, an aperture opening through eachriser adjacent the open end of each cylinder secured thereon, a pistonpush rod secured to each piston and extending axially from the open endof the cylinder, external threads on each push rod, a driving adapter oneach push rod, a driving gear disposed concentrically relative to eachdriving adapter, stationary bearing means rotatively journalling eachdriving gear, a clutch for engaging or disengaging each driving adapterto or from operative driving relation with its gear, driven gear meanssecured on said main shaft and operatively meshing with said drivinggears, the threads of the piston push rods being arranged respectivelyright handed or left handed so that as each piston moves out on itspower stroke the driving gear on its respective push rod rotatessuitably for driving the main shaft in a predetermined direction ofrotation, clutch actuating means operated from the main shaft forclosing each clutch to connect its driving adapter with its driving gearat times while its associated piston and push rods are moving out of thecylinder on the power stroke and at suitable speeds for driving theshaft, and additional power transmission means for applying power backfrom the main shaft to the respective pistons for returning the pistonsinto their respective cylinders in a predetermined timed relation.

8. In combination in an internal combustion engine, a main shaft, meansrotatively Journalling said main shaft, aplurality of cylinders,-

means mounting .said cylinders with the axes thereof spaced from theaxis of said main shaft. a piston in each cylinder, 8. piston pushrodsecured to and extending from each piston, conventional meansassociated with the cylinders for controlling inlet and exhaust inaccordance with the movements of the pistons for performing the usualcycles of an internal combustion engine, independent power transmissionmeans operative between each piston push rod and the main shaft forapplying power impulses to rotate the shaft with a predetermineddirection of rotation as the piston push rods move out of theirrespective 13 cylinders on power strokes, the power transmission meanscomprising, each piston push rod having external threads thereon, adriving adapter on each push rod, a driving gear disposed concentricallyrelative to each drivin adapter, stationary bearing means rotativelyjournalling each driving gear, a clutch for connecting or disconnectingeach driving adapter to or from operative driving relation with its ear,driven gear means secured on said main shaft and operatively meshingwith said driving gears, the threads of the piston push rods beingarranged respectively right handed or left handed so that as each pistonmoves out on its power stroke the driving gear on its respective pushrod rotates suitably for driving the main shaft in a predetermineddirection. of rotation, and clutch actuating means operated from themain shaft for actuating each clutch to connect its driving nut with itsdriving gear at times while its piston and push rod are moving out onthe power stroke. 9

9. In combination in an internal combustion engine, a main shaft, meansrotatively Journalling said main shaft, a plurality of cylinders. meansmounting said cylinders with the axes thereof spaced from the axis ofsaid main shaft, a piston in each cylinder, a piston push rod secured toand extending from each piston, conventional means associated with thecylinders for controlling inlet and exhaust in accordance with themovements of the pistons for performing the usual cycles of an internalcombustion engine, independent power transmission means operativebetween each piston push rod and the main shaft for applying powerimpulses to retate the shaft with a predetermined direction of rotationas the piston push rods move out of their respective cylinders on powerstrokes, the power transmission means comprising external threads oneach piston push rod, a power adapter threadably engaged on each pushrod, means for restraining said adapter from axial movement so that itrotates when the push rod moves axially therethrough, a' driving geardisposed concentrically relative to each adapter, clutch meanscontrollable radially for connecting or disconnecting between theadapter and the gear, clutch actuating means operated automatically fromthe main shaft for establishing a drivinfl 10. An internal combustionengine compris a main shaft, means rotatively supporting said mainshaft, a cylinder, means mounting said cylinder with the axis of thecylinder spaced from the main shaft, a piston slidable in the cylinder,a piston push rod secured to said piston and extending axially from thecylinder, inlet and exhaust means associated with said cylinder forconventional operation in accordance with the movements of the pistonfor operating as an internal combustion engine, the piston push rodhaving external threads thereon, a

out on its power stroke the driving gear on its push rod rotatessuitably for driving the main shaft in a predetermined direction ofrotation, clutch actuating means operated from the main shaft forclosing the clutch to connect its driving adapter with its driving gearat times while its piston and push rod are moving out on the powerstroke, additional power transmission means for transmitting power backfrom the main shaft to the piston push rod for returning the piston intothe cylinder, and resilient recoil means arranged for cushioning andaiding in the reversal of movement of the reciprocating piston and pushrod at the end of a stroke while balancing vibrations and providingfly-wheel mo- I mentum.

' JAMES J. CARRDm REFERENCES CITED The following references are ofrecord in the file of this patent:

UNITED STATES PATENTS Number Name Date 697,649 McLean Apr. 15, 1902851,298 Lehberger ....a Apr. 23, 1,076,179 Whitehead Oct. 21, 19131,291,642 Elwell Jan. 14, 1919 1,347,055 Peterson July 20,1920 1,802,902Brau Apr. 28, 1931 1,993,797 Peterson Mar. 12, 1935 2,209,281 MichellJan. 8. 1942

